Airplane deicing and engine silencing construction



March 19, 1946. F CHADSEY 2,396,684 I AIRPLANE DEICING AND ENGINESILENCING CONSTRUCTION Filed Oct. 2, 1942 1 5 Sheets-Sheet 1 l n venlorTim 7? flmash mg I,

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- March 19, 1946. F, P. CHADSEY 2 ,396,684

AIRPLANE: DEICING AND ENGINE SILENCING CON STRUCTION Filed Oct. 2, 19425 SheetsE-Sheet 2 Inventor vF. P. CHADSEY March 19, 1946.

AIRPLANE DEICING AND ENGINE SILENCING CONSTRUCTION Filed Oct. 2, 1942 5Sheets-Sheet 5 Inventor Attorney! March 19, 1945.

F. P. CHADSEY AIRPLANE DEICING AND ENGINE SILENCING CONSTRUCTION FiledOct. 2, 1942 SSheets-Sheet 4 Inventor m I? may? F. P. CHADSEY AIRPLANEDEICING AND ENGINE SILENCING CONSTRUCTION March 19, l946.

Filed Oct. 2, 1942 5 Sheets-Sheet 5 Inventor atented ar. 19, 1

MRPLANE DEICING AND ENGENE SELENCING CONSTRUCTIQN Fred P. Gliads ey,Fillmore, Calif. Application @ctober 2, 1942, Serial No. 460,54?

4 Ciaizns.

The present invention relates to new and useful improvements inairplanes and more particularly to means for de-icing the wings, body,rear elevators and rudder.

An important object of the invention is to provide connections for theexhaust manifold of the engine of the airplane to distribute the exhaustgases over the desired parts and thus supply sufiicient heat to preventformation or ice thereon.

Another object is to provide an improved airplane construction whichadds to the efficiency and control of the machine, and thus improve thesafety thereof, and which is also inexpensive to manufacture andotherwise well adapted for the purposes for which the same is intended.

Other object and advantages reside in the details of construction andoperation as mor fully hereinafter described and claimed, referenc beinghad to the accompanying drawings form ing part hereof, wherein likereference numerals refer to like parts throughout and in which:

Figure 1 is a plan view of one type of an airplane embodying myinvention.

Figure 2 is a sectional view through the wing taken on a line 2-2 ofFigure 1.

Figure 3 is a side elevational view.

Figure 4 is a sectional view taken substantially on a line ll l ofFigure 1.

Figure 5 is a fragmentary sectional view taken substantially on aline 55of Figure 3.

Figure 6 is a sectional view through the body taken on a line 65 ofFigure 3.

Figure 7 is a fragmentary sectional view taken substantially on a line17 of Figure 5.

Figure 8 is a sectional view through the exhaust control valve.

Figure 9 is a detail of the bracket for the exhaust control valve.

Figure 10 is a fragmentary plan view of a modified form of theinvention.

Figure 11 is a front elevational view thereof.

Figure 12 is a fragmentary side elevational view.

Figure 13 is a transverse sectional view of a wing embodying themodified construction, and

Figure 14 is a horizontal longitudinal sectional view thereof.

Referring now to the drawings in detail, and with particular referenceto Figures 1 to 6, inclusive, the numeral 5 designates the body orfuselage of the airplane having ings 6, rudder 7 and rear elevators 8.In advance of the rudder is the upstanding fin 9. I

To the engine, shown at dotted lines at it, is

connected exhaust pipes H and i2 leading to the opposite sides or thebody and entering the respective wings 6 adjacent their front edges. Thewings are of hollow construction and are provided with verticallaterally extending partitions iii, the partitions at their inner endsconnect with the body and at their outer ends terminate short of theouter ends of the wings to provide front and rear chambers or passagesl4 and i5 communicating at the outer ends of the wings.

The body is formed of inner and outer spaced shells iii and ill to forman insulated air space it 'therebetween, the front end of the air spacebeing closed by a transverse partition i9. Openings and 2% providecommunication between each or" the rear compartments it with the airspace it.

Each of the exhaust pipe l l and i2 are provided with a branch pipe 52'(shown in detail in Figure '7) leading through the partition l9 into theair space 58, and at the junction of the branch pipe a gate valve V isprovided on a pivot pin P to control passage of the exhaust gases eitherto the wings or to the air space. The pin P is provided with a rod Rwhich is attached to a lever L engaged in notches N of a support S tosecure the valve in open or closed position, or in a partly'openposition.

Projecting above the body adjacent the wings are a plurality of airdischarge nozzles 23-connected to the air space it, the nozzles being offlat flaring iorm disposed horizontally and directing the heated airfrom the nozzles fanwise over the upper surface of the body.

Nozzles 2t and 25 project outwardly from opposite sides of the bodyadjacent its rear end and also communicate with the air space It, thenozzles 26 and 25 likewise being of fiat flaring form and are disposedhorizontally immediately in advance of the elevators 8. I

Projecting upwardly from the top of the body at its rear end immediatelyin advance of the fin 9 is a nozzle ZGcommunicat-ing with the air spaceI 8 and also'of fiat flaring form and vertically disposed to spread theheated air over the fin.

In the form of the invention illustrated in Figures 9 to 13, inclusive,the body or fuselage is shown at El and the wings at 28. The wing havemotor nacelles 29 mounted in the leading edges thereof, it beingunderstood any desired number of motors may be provided.

Annular exhaust manifolds 3B surround themotors from which exhaust pipes31 and 32 extend, the exhaust pipes 35 extending inwardly to a fiatelongated manifold 33.

A sectional defroster conduit designated generally at 34 is conformablyfitted on top of the wing 28 substantially coextensive therewith and iscomposed of a front section 35 and rear section 36 secured to the wingby straps 31 and bolts 31' threaded in angle brackets 31 at the frontand rear edges of the wings. One edge of each section is in abuttingrelation and the abutting edges at the outer ends of the sections areopen to provide communication with each other.

The manifold 33 is secured on top of the front section and communicatestherewith by means of a passage 38 at the inner end of the frontsection, while the rear section at its inner end communicates with theair passage [8 of the fuselage by a pipe 39.

Stay bolts 40 brace the top and bottom surfaces of the sections of thedefroster.

From the foregoing it will be apparent exhaust gases from the enginewill pass through the manifold 30 into the front section 35 of thedefroster and will then travel toward the outer end thereof, asindicated by the arrows in Figure 14, into the rear section 36 andthence into the air passage l8 of the fuselage for subsequent dischargeat the tail thereof as heretofore explained.

The distribution and dissipation of the exhaust gases as indicatedfurther reduces the noise of the motors to produce a quieter runningairplane.

It is believed the details of construction and manner of use of thedevice will be readily understood from the foregoing without furtherdetailed explanation.

Having thus described the invention what I claim is:

1. An airplane de-icing construction comprising a fuselage having innerand outer spaced shells to provide a gas chamber surrounding thefuselage, hollow wings at each side of the fuselage, a partitionlongitudinally in the wings defining front and rear compartmentscommunicating adjacent the outer ends of the wings, said rearcompartment being connected to the gas chamber in the fuselage, andmeans for feeding engine exhaust gases to the front compartment forcirculation through said compartments into the gas chamber of thefuselage.

2. An airplane de-icing construction comprising a fuselage having innerand outer spaced shells to provide a gas chamber surrounding thefuselage, hollow wings at each side of the fuselage, a partitionlongitudinally in the wings defining front and rear compartmentscommunicating adjacent the outer ends of the wings, said rearcompartment being connected to the air chamber in the fuselage, meansfor feeding engine exhaust gases to the front compartment forcirculation through said compartments into the gas chamber of thefuselage and exhaust funnels connected to the gas chamber of thefuselage and arranged to spread the exhaust gases over adjacent surfacesof the fuselage.

3. An airplane de-icing construction comprising a fuselage having innerand outer spaced shells to provide a gas chamber surrounding thefuselage, hollow wings at each side of the fuselage, a partitionlongitudinally in the wings definingfront and rear compartmentscommunicating adjacent the outer ends of the wings, said rearcompartment being connected to the gas chamber in the fuselage and meansfor feeding engine exhaust gases to the front compartment forcirculation through said compartments into the gas chamber of thefuselage, said fuselage having vertical and horizontal control elementsat its rear end, and exhaust funnels connected to the gas chamber of thefuselage for directing exhaust gases against said control elements.

4. An airplane de-icing construction comprising a fuselage having innerand outer spaced shells to provide a gas chamber surrounding thefuselage, hollow wings at each side of the fuselage, a partitionlongitudinally in the wings defining front and rear compartmentscommunicating adjacent the outer ends of the wings, said rearcompartment being connected to the gas chamber in the fuselage, meansfor selectively feeding engine exhaust gases to the front compartmentsof the wings or directly to the gas chamber of the fuselage, and exhaustfunnels connected to the gas chamber of the fuselage and arranged tospread exhaust gases over adjacent surfaces of the fuselage.

FRED P. CHADSEY.

